Originally published: June 14, 2012

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Honda has not been known for going against the grain. Evolution not revolution has been its successful if predictable mantra, as witnessed by the newest versions of the Civic, CR-V, Pilot, etc. It’s only slightly less so over on the Acura side, which makes the second-generation RDX sport-ute kind of a rebel.

I’m not talking about its exterior redesign, which, though a bit more formal than its predecessor, is still very familiar. I’m talking about what’s powering the sport-luxury SUV. Where a number of manufacturers — Audi, BMW, Ford, Kia, Land Rover, Mazda, Mercedes, Mini, Nissan, Subaru, Volkswagen and, soon, General Motors and Hyundai — have been equipping or are adding more fuel efficient turbocharged four-cylinders to their compact sport-ute offerings, the 2013 RDX has ditched the turbo 2.3-litre four of its forebear in favour of a more potent 273-horsepower 3.5L SOHC V6. Yet, despite 33 more horses than the turbo four (though slightly less torque), Honda is claiming improved fuel economy to go with the added performance, aided and abetted by a new six-speed manumatic transmission (complete with Sport mode and paddle shifters) with a new lock-up torque converter and a new, lighter-weight all-wheel-drive system.

As much as I liked the first-gen RDX, which was a bit of a sports car, the new model feels more refined. It still has a nimble feel to it courtesy of its lighter weight (1,749 kilograms is considered slim in the SUV segment), but it has matured as well — the ride is less bone-rattling than before. The Acura retains its four-wheel independent suspension with a MacPherson strut front and multi-link rear design, but the combination of its longer wheelbase, wider track and lower centre of gravity seems to have made a difference.

Then there’s the operation of the V6, which apportions its power more linearly (and quietly) than the boosted four. The extra cog in the tranny doesn’t hurt, either, smoothing out the peaks and valleys in the power flow. Even though the mere mention of adding a turbocharger to a gasoline engine somehow connotes high performance, the new RDX is a tad quicker than last year’s version, its 6.7-second time to 100 kilometres an hour certainly zippy enough for something that doesn’t have GT attached to its name. The increased fuel efficiency comes courtesy of cylinder deactivation under light load, which allows the 3.5L to run on three or four cylinders. The transition between cylinders is both innocuous and reasonably effective. I averaged 12.5 litres per 100 kilometres in a mostly suburban setting with a little highway cruising mixed in — OK, but nothing to brag about. Putting a bit of a damper on the fuel economy is the fact Honda still recommends the use of premium unleaded for the RDX.

In a possibly questionable move, which can’t really be proven until the snow begins to fly again, Honda has simplified the AWD system to save weight. The first-generation RDX was fitted with the very effective Super Handling-All Wheel Drive (SH-AWD) system, which could send 70% of the engine’s torque to the rear as well as apportion that power between the left and right side. During normal acceleration from a stop, the new, less complicated system will send 75% of engine power to the front wheels with the rest sent to the rear wheels. When mild acceleration is needed (such as increasing road speed), 90% of power is sent to the front wheels. During steady-state cruising, all of the power is sent to the front wheels.

Acura has also equipped the new RDX with an electric power steering system, an upgrade from the previous model’s hydraulic steering. It’s weighted heavier than I like, but at least it doesn’t have the off-centre deadness that afflicts some similar systems.

Moving inside, the cabin’s upscale mix of tech and luxury certainly befits a $41,000 sport-ute. The tester was further enhanced by the $3,000 Technology package, which upgrades the usual modern conveniences to include a navigation system, a larger colour display monitor, a premium sound system, fancier air conditioning and a power tailgate. Toys aside, Acura’s increased amount of sound deadening and something it likes to call Active Sound Control have combined to create a very quiet environment for driver and passengers alike. The cabin itself is roomier for all, although six-footers occupying the rear seats could find knee room a tad on the tight side if those in the front seats are of similar size. Also, despite the larger door openings, entry to those rear seats is still tighter than it should be.

As for cargo room, there’s a useful 26.1 cubic feet of room behind the rear perches. Dropping those seats reveals a nearly flat floor and a commodious 76.9 cu. ft. of space.

Without actually admitting it, Honda has intimated the original RDX was slightly off target, being marketed to the sexy-sounding but highly overrated outdoor-lifestyle-minded, professional DINK (Dual Income No Kids) segment. The new target audience is slightly older and wealthier, with priorities that, in addition to a sporting ride, supposedly include increased comfort and utility. In this regard, the 2013 RDX is firing on all six non-turbocharged cylinders. It might not overwhelm in any particular category, but neither does it disappoint. In other words, it is the very definition of well rounded. In a segment that includes the likes of the Audi Q5, BMW X3, Infiniti EX35, Mercedes GLK 350 and others, that might sound like I’m damning it with faint praise. I’m not. It’s good.